JPS6146286Y2 - - Google Patents
Info
- Publication number
- JPS6146286Y2 JPS6146286Y2 JP1982111613U JP11161382U JPS6146286Y2 JP S6146286 Y2 JPS6146286 Y2 JP S6146286Y2 JP 1982111613 U JP1982111613 U JP 1982111613U JP 11161382 U JP11161382 U JP 11161382U JP S6146286 Y2 JPS6146286 Y2 JP S6146286Y2
- Authority
- JP
- Japan
- Prior art keywords
- clutch plate
- input case
- clutch
- communication hole
- opening
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000004891 communication Methods 0.000 claims description 27
- 239000012530 fluid Substances 0.000 claims description 12
- 239000002783 friction material Substances 0.000 description 13
- 230000005540 biological transmission Effects 0.000 description 4
- 230000007423 decrease Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000008602 contraction Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
Landscapes
- Control Of Fluid Gearings (AREA)
Description
【考案の詳細な説明】
本考案は、主として車両用変速機に用いられる
トルクコンバータ用クラツチのダンパ装置に関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a damper device for a torque converter clutch mainly used in a vehicle transmission.
本願出願人は先に、特願昭57−107675号をもつ
て、入力軸に連結される一側の入力ケースと該入
力ケースに連結される他側のポンプ翼車とで囲わ
れるトルクコンバータ本体の内部空隙に、出力軸
に連結されるタービン翼車と、該タービン翼車と
該入力ケースとの間のクラツチ板とを設け、該ク
ラツチ板を軸方向に移動自在として、その両側面
に作用する流体圧力差に応じて該クラツチ板を該
入力ケースに係脱自在とし、且つ該クラツチ板と
該タービン翼車とをダンパスプリングを介して相
対回転可能に連結するようにしたトルクコンバー
タ用クラツチのダンパ装置において、該クラツチ
板にその両側面間を連通する連通孔を形成すると
共に、該クラツチ板と該タービン翼車との相対回
転に応じて該連通孔を開閉する開閉部材を設け、
駆動トルクの小さな領域や或いは減速時には該開
閉部材により該連通孔の開口面積を増して、該連
通孔を介しての流体のリークにより該クラツチ板
の両側面間の圧力差を減少させ、該クラツチ板の
係合力を弱めてその滑りを生じ易くし、駆動トル
クの小さな領域や減速時に発生する大きなトルク
変動を該クラツチ板の滑りで吸収し得るようにし
たものを提案した。 The applicant of the present application previously filed a patent application No. 57-107675, in which a torque converter body is surrounded by an input case on one side connected to an input shaft and a pump impeller on the other side connected to the input case. A turbine wheel connected to the output shaft and a clutch plate between the turbine wheel and the input case are provided in the internal gap of the turbine wheel, and the clutch plate is movable in the axial direction and acts on both sides of the clutch plate. A clutch for a torque converter, wherein the clutch plate can be freely engaged and disengaged from the input case according to a fluid pressure difference between the clutch plate and the turbine impeller, and the clutch plate and the turbine wheel can be relatively rotatably connected via a damper spring. In the damper device, a communication hole communicating between both sides of the clutch plate is formed, and an opening/closing member is provided for opening and closing the communication hole according to relative rotation between the clutch plate and the turbine impeller,
In a region of low driving torque or during deceleration, the opening area of the communication hole is increased by the opening/closing member, and fluid leaks through the communication hole to reduce the pressure difference between both sides of the clutch plate. We have proposed a clutch plate that weakens the engagement force of the clutch plate to make it more likely to slip, and allows the clutch plate to absorb large torque fluctuations that occur in areas of small drive torque or during deceleration.
然しこのものでは、クラツチ板の外周部一側面
を入力ケースとの係合面として、該外周部の他側
面に、クラツチ板とタービン翼車との相対回転に
応じて伸縮動作されるようにコイルスプリングか
ら成るダンパスプリングと、該スプリングと共に
動作されるようその端部に組付けて開閉部材とを
設け、該外周部に連通孔を形成するものでこれに
よれば以下の不都合を伴う。 However, in this case, one side of the outer periphery of the clutch plate is used as an engagement surface with the input case, and a coil is provided on the other side of the outer periphery so as to be expanded and contracted in accordance with the relative rotation between the clutch plate and the turbine impeller. A damper spring made of a spring, an opening/closing member assembled to the end of the damper spring so as to be operated together with the spring, and a communication hole formed in the outer circumferential portion of the damper spring are provided, but this method has the following disadvantages.
(i) スプリングの端部に開閉部材が組付けられる
関係で、該端部を受けるリテーナの配置部の構
成が複雑となる。(i) Since the opening/closing member is attached to the end of the spring, the arrangement of the retainer that receives the end becomes complicated.
(ii) 連通孔がクラツチ板の係合面に開口されるた
め、該クラツチ板を入力ケースに摩擦材を介し
て摩擦係合する場合、該連通孔が摩擦材により
閉塞されることのないよう、該摩擦材は該連通
孔に合致する切欠きを有するものとして、該ク
ラツチ板の係合面に取付けて設けざるを得ず、
設計の自由度が制限される。(ii) Since the communication hole is opened in the engagement surface of the clutch plate, when the clutch plate is frictionally engaged with the input case via the friction material, it is necessary to prevent the communication hole from being blocked by the friction material. , the friction material has a notch that matches the communication hole, and must be attached to the engagement surface of the clutch plate;
Design freedom is limited.
(iii) 上記(ii)の如く摩擦材に切欠きを形成する必要
があつて、その加工が面倒である。(iii) As mentioned in (ii) above, it is necessary to form notches in the friction material, and the machining thereof is troublesome.
本考案は、かかる不都合を解消した先の提案の
改良装置を提供することをその目的とするもの
で、以下本考案を図示の実施例に付説明する。 An object of the present invention is to provide an improved device of the previously proposed device which eliminates such disadvantages, and the present invention will be explained below with reference to the illustrated embodiments.
図面で１は同一軸線上の前後にエンジンに連る
入力軸２と車両の駆動輪その他の負荷に連る出力
軸３とを有するトルクコンバータ本体を示し、該
本体１は、該入力軸２に連結される前側の入力ケ
ース４と、該入力ケース４に連結される後側のポ
ンプ翼車５とを備えると共に、該入力ケース４と
該ポンプ翼車５とで囲われる内部空隙６に、該出
力軸３に連結されるタービン翼車７と、該タービ
ン翼車７と該ポンプ翼車５との間のステータ翼車
８とを備え、該入力軸２の回転によればこれら翼
車５，７，８間に内部流体が循環されて該出力軸
３への流体トルク伝達が与えられるように構成さ
れ、更に該タービン翼車７と該入力ケース４との
間に軸方向に移動自在のクラツチ板９を設けて、
これをその前後両側面に作用する流体圧力差に応
じて該入力ケース４に係脱自在とし、且つ該クラ
ツチ板９と該タービン翼車７とをダンパスプリン
グ１０を介して相対回転可能に連結し、該クラツ
チ板９の該入力ケース４への係合によれば、入力
軸２→入力ケース４→クラツチ板９→ダンパスプ
リング１０→タービン翼車７→出力軸３の系路で
の機械的トルク伝達が与えられるように構成され
ている。 In the drawings, reference numeral 1 indicates a torque converter main body having an input shaft 2 connected to the engine and an output shaft 3 connected to the drive wheels and other loads of the vehicle on the same axis at the front and rear. It includes a front input case 4 connected to the input case 4 and a rear pump wheel 5 connected to the input case 4, and an internal space 6 surrounded by the input case 4 and the pump wheel 5. It is equipped with a turbine wheel 7 connected to the output shaft 3 and a stator wheel 8 between the turbine wheel 7 and the pump wheel 5. According to the rotation of the input shaft 2, the blade wheels 5, A clutch is configured such that internal fluid is circulated between the turbine wheel 7 and the input case 4 to provide fluid torque transmission to the output shaft 3, and the clutch is axially movable between the turbine wheel 7 and the input case 4. A board 9 is provided,
This can be freely engaged and disengaged from the input case 4 according to the fluid pressure difference acting on both front and rear sides thereof, and the clutch plate 9 and the turbine wheel 7 are connected via a damper spring 10 so as to be relatively rotatable. According to the engagement of the clutch plate 9 with the input case 4, a mechanical torque is generated in the path of input shaft 2 → input case 4 → clutch plate 9 → damper spring 10 → turbine wheel 7 → output shaft 3. The transmission is configured to be given.
これを図示のものに付更に詳述するに、該クラ
ツチ板９は、その後側面に内部空隙６内の流体圧
と、その前側面にこれと該入力ケース４との間隙
１１内の流体圧とを作用され、該間隙１１内の流
体圧をこれに該出力軸３の軸孔１２を介して連る
流体圧制御装置（図示せず）で減圧することによ
り前進作動されて、外周部前面の係合面９ａにお
いて摩擦材１３を介して該入力ケース４に摩擦係
合されるものとし、又該ダンパスプリング１０
は、第２図に示す如く該クラツチ板９の外周部後
面の環状の凹部９ｂ内に互に周方向の間隙を存し
て収容した各コイルスプリングで構成されるもの
とし、該クラツチ板９に該各スプリング１０毎に
これを内方に抜止めする支持片１４を取付けて、
該支持片１４に該各スプリング１０を挾持する両
端の入力側リテーナ１５，１５を突設し、更に該
各スプリング１０の配置間隙に該タービン翼車７
側からのびる出力側リテーナ１６を挿入した。 To explain this in more detail with reference to the drawings, the clutch plate 9 is acted on its rear side by the fluid pressure in the internal gap 6, and on its front side by the fluid pressure in the gap 11 between it and the input case 4, and is moved forward by reducing the fluid pressure in the gap 11 by a fluid pressure control device (not shown) connected to it through a shaft hole 12 of the output shaft 3, and is frictionally engaged with the input case 4 through a friction material 13 at an engagement surface 9a on the front of the outer periphery.
As shown in FIG. 2, the clutch plate 9 is made up of coil springs housed in an annular recess 9b on the rear surface of the outer periphery of the clutch plate 9 with a circumferential gap between them. A support piece 14 is attached to the clutch plate 9 for each spring 10 to prevent it from falling out inward.
Input side retainers 15, 15 for holding the springs 10 are provided on both ends of the support piece 14 in a protruding manner, and the turbine wheel 7 is provided in the gap between the springs 10.
An output side retainer 16 extending from the side is inserted.
ここでエンジンによる駆動回転方向即ち正転方
向を第２図で時計方向とすると、エンジンからの
駆動トルクの伝達時、該クラツチ板９は該タービ
ン翼車７に対し該各スプリング１０により駆動ト
ルクに応じた弾力が発揮される迄の時計方向への
相対回転を生じ、この相対回転変位量は駆動トル
クが大きくなる程大きくなり、又減速時は該クラ
ツチ板９の反時計方向への相対回転を生ずる。 Assuming that the direction of drive rotation by the engine, that is, the forward rotation direction, is clockwise in FIG. A clockwise relative rotation is generated until the corresponding elasticity is exerted, and this relative rotational displacement increases as the driving torque increases, and during deceleration, the clutch plate 9 rotates counterclockwise relative to the clutch plate 9. arise.
そして、該クラツチ板９にその前後両側面間を
連通する連通孔１７を形成すると共に、該クラツ
チ板９と該タービン翼車７との相対回転に応じて
該連通孔１７を開閉する開閉部材１８を設け、該
開閉部材１８の開動作によれば、該連通孔１７を
介しての流体のリークにより該クラツチ板９の前
後両側面に作用する圧力差が減少されて該クラツ
チ板９の係合力が弱められ、該クラツチ板９の滑
りを生じ易くなるようにした。 A communication hole 17 is formed in the clutch plate 9 to communicate between its front and rear sides, and an opening/closing member 18 opens and closes the communication hole 17 in accordance with the relative rotation between the clutch plate 9 and the turbine wheel 7. According to the opening operation of the opening/closing member 18, the pressure difference acting on both the front and rear sides of the clutch plate 9 is reduced due to fluid leakage through the communication hole 17, and the engagement force of the clutch plate 9 is reduced. This weakens the clutch plate 9 and makes it easier for the clutch plate 9 to slip.
以上は上記した先の提案のものと特に異らない
が、本考案によれば、該連通孔１７を該クラツチ
板９の該入力ケース４への係合面９ａとなる箇所
以外の部分に形成し、該開閉部材１８を該タービ
ン翼車７に一体的に結合され且つ該クラツチ板９
側への軸方向弾性力を付与された弾性板部材で構
成した。 Although the above is not particularly different from the above-mentioned proposal, according to the present invention, the communication hole 17 is formed in a part of the clutch plate 9 other than the part that becomes the engagement surface 9a with the input case 4. The opening/closing member 18 is integrally connected to the turbine wheel 7 and the clutch plate 9
It is constructed from an elastic plate member that is given an axial elastic force to the side.
これを図示のものに付更に詳述すれば、該連通
孔１７，１７は、該クラツチ板９の径方向内方位
置に形成されるものとし、該開閉部材１８は、中
間の前後方向の屈曲部により該クラツチ板９側へ
の軸方向弾性力即ち前方への弾性力を付与された
径方向に長手の弾性板部材で構成されるものと
し、これを径方向外方の端部において該タービン
翼車７に溶接して、その径方向内方部分が弾性力
で該クラツチ板９上に圧接されるようにし、更に
該内方部分の該連通孔１７に対応する位置に時計
方向に向つて先細の切欠き１８ａを形成し、常時
は該切欠き１８ａの反時計方向の端部に該連通孔
１７が位置されるようにした。 To explain this in more detail in addition to what is shown in the drawings, the communication holes 17, 17 are formed at radially inward positions of the clutch plate 9, and the opening/closing member 18 is formed at an intermediate longitudinally bent position. It is made up of a radially elongated elastic plate member which is given an axial elastic force toward the clutch plate 9, that is, a forward elastic force, by a section, and is attached to the turbine at its radially outer end. It is welded to the impeller 7 so that its radially inner portion is pressed against the clutch plate 9 by elastic force, and is further positioned clockwise in the inner portion at a position corresponding to the communication hole 17. A tapered notch 18a is formed, and the communication hole 17 is normally positioned at the counterclockwise end of the notch 18a.
次いでその作動を説明するに、エンジンの駆動
トルクの大きな領域では、クラツチ板９のタービ
ン翼車７に対する時計方向への大巾な相対回転を
生じ、連通孔１７は第３図ａ示の如く切欠き１８
ａの先方の開閉部材１８の盲部分に位置して閉じ
られ、クラツチ板９の係合力が強められて、トル
ク変動はダンパスプリング１０の伸縮動作で吸収
されるが、駆動トルクの減少に伴い該クラツチ板
９の時計方向への相対回転変位量が減少すると、
該連通孔１７は第３図ｂ示の如く該切欠き１８ａ
に合致してその開口面積を順次増加され、該クラ
ツチ板９の両側面間の圧力差は流体のリーク量の
増加で順次減少されて、該クラツチ板９の係合力
は駆動トルクの減少に応じて弱められ、かかる領
域でのトルク変動は該クラツチ板９の滑りで効果
的に吸収される。 Next, to explain its operation, in a region where the driving torque of the engine is large, a large clockwise relative rotation of the clutch plate 9 with respect to the turbine wheel 7 occurs, and the communication hole 17 is cut as shown in Fig. 3a. Notch 18
It is located at the blind part of the opening/closing member 18 at the front of a, and the engagement force of the clutch plate 9 is strengthened, and the torque fluctuation is absorbed by the expansion and contraction movement of the damper spring 10. However, as the driving torque decreases, the When the relative rotational displacement of the clutch plate 9 in the clockwise direction decreases,
The communication hole 17 is connected to the notch 18a as shown in FIG. 3b.
The opening area of the clutch plate 9 is gradually increased in accordance with The torque fluctuation in this region is effectively absorbed by the slippage of the clutch plate 9.
又、減速時は該クラツチ板９の反時計方向への
相対回転で該連通孔１７は第３図ｃ示の如く開閉
部材１８から離間されて全開状態となり、該クラ
ツチ板９の入力ケース４への係合が解かれ、減速
初期の大きなトルク変動は流体トルク伝達で吸収
される。 Further, during deceleration, due to the relative rotation of the clutch plate 9 in the counterclockwise direction, the communication hole 17 is separated from the opening/closing member 18 as shown in FIG. is disengaged, and large torque fluctuations at the beginning of deceleration are absorbed by fluid torque transmission.
尚、本考案は上記実施例のものに限るものでは
なく、例えば切欠き１８ａを省略して減速時にの
み連通孔１７が開かれるようにしても良く、又連
通孔１７がタービン翼車７のハブ部７ａ近傍に設
けられるときは、該ハブ部７ａに開閉部材１８を
結合しても良い。 Note that the present invention is not limited to the above-described embodiment; for example, the notch 18a may be omitted and the communication hole 17 may be opened only during deceleration, or the communication hole 17 may be connected to the hub of the turbine wheel 7. When provided near the hub portion 7a, the opening/closing member 18 may be coupled to the hub portion 7a.
ここで先の提案のものによれば、クラツチ板９
の入力ケース４への係合面９ａとなる外周部分に
連通孔１７を有するもので、連通孔１７が摩擦材
１３で閉塞されることの無いよう、摩擦材１３は
その形状及び配置が限定されるが、本考案によれ
ば、摩擦材１３により連通孔１７が閉塞されるこ
とは無く、摩擦材１３を入力ケース４に取付けて
設けることも可能となり、又摩擦材１３への切欠
きの形成も不要となる。 According to the previous proposal, the clutch plate 9
The friction material 13 has a communication hole 17 in its outer peripheral portion that becomes the engagement surface 9a for the input case 4, and the shape and arrangement of the friction material 13 are limited so that the communication hole 17 is not blocked by the friction material 13. However, according to the present invention, the communication hole 17 is not blocked by the friction material 13, and the friction material 13 can be attached to the input case 4, and it is also possible to form a notch in the friction material 13. is also no longer necessary.
更に、ダンパスプリング１０のリテーナ１５，
１６の配置部の構成も、該スプリング１０とは関
係なく開閉部材１８が設けられるため簡素化さ
れ、且つ該開閉部材１８は予めタービン翼車に結
合しておけば、クラツチ板９とタービン翼車７と
の組付けに際し、それ自体の弾性力で該クラツチ
板９に密着され、組付性が向上される。 Furthermore, a retainer 15 of the damper spring 10,
16 is also simplified because the opening/closing member 18 is provided independently of the spring 10, and if the opening/closing member 18 is connected to the turbine wheel in advance, the clutch plate 9 and the turbine wheel can be easily connected. When assembled with the clutch plate 7, it is brought into close contact with the clutch plate 9 by its own elastic force, improving the ease of assembly.
この様に本考案によるときは、ダンパスプリン
グのリテーナの配置部の構成を簡素化して、且つ
組付性を向上出来、而もクラツチ板を入力ケース
に摩擦係合させるようにしても、摩擦材に切欠き
を形成する必要は無く、更に摩擦材は入力ケース
とクラツチ板との何れにも取付け可能で、設計の
自由度が増し、上記した先の提案のものにおける
不都合を確実に解消し得る効果を有する。 As described above, according to the present invention, it is possible to simplify the arrangement of the retainer of the damper spring and improve the ease of assembly, and even if the clutch plate is frictionally engaged with the input case, the friction material There is no need to form a notch in the input case, and the friction material can be attached to either the input case or the clutch plate, increasing the degree of freedom in design and reliably eliminating the inconveniences of the previous proposal. have an effect.
第１図は本案実施の１例の截断側面図、第２図
は第１図の−線截断背面図、第３図ａ，ｂ，
ｃは夫々その作動状態の要部の拡大背面図であ
る。
１…トルクコンバータ本体、２…入力軸、３…
出力軸、４…入力ケース、５…ポンプ翼車、６…
内部空隙、７…タービン翼車、９…クラツチ板、
９ａ…係合面、１０…ダンパスプリング、１７…
連通孔、１８…開閉部材。
Fig. 1 is a cross-sectional side view of an example of implementing the present invention, Fig. 2 is a back view cut along the - line of Fig. 1, Fig. 3 a, b,
c is an enlarged rear view of the main parts of each in its operating state. 1...Torque converter body, 2...Input shaft, 3...
Output shaft, 4... Input case, 5... Pump impeller, 6...
Internal gap, 7... Turbine wheel, 9... Clutch plate,
9a... Engaging surface, 10... Damper spring, 17...
Communication hole, 18...opening/closing member.
Claims (1)
ケースに連結される他側のポンプ翼車とで囲われ
るトルクコンバータ本体の内部空隙に、出力軸に
連結されるタービン翼車と、該タービン翼車と該
入力ケースとの間のクラツチ板とを設け、該クラ
ツチ板を軸方向に移動自在として、その両側面に
作用する流体圧力差に応じて該クラツチ板を該入
力ケースに係脱自在とし、且つ該クラツチ板と該
タービン翼車とをダンパスプリングを介して相対
回転可能に連結するようにしたトルクコンバータ
用クラツチのダンパ装置であつて、該クラツチ板
にその両側面間を連通する連通孔を形成すると共
に、該クラツチ板と該タービン翼車との相対回転
に応じて該連通孔を開閉する開閉部材を設けるも
のにおいて、該連通孔を該クラツチ板の該入力ケ
ースへの係合面となる箇所以外の部分に形成し、
該開閉部材を該タービン翼車に一体的に結合され
且つ該クラツチ板側への軸方向弾性力を付与され
た弾性板部材で構成したことを特徴とするトルク
コンバータ用クラツチのダンパ装置。 A turbine impeller connected to an output shaft and a turbine impeller connected to an output shaft are placed in an internal gap of a torque converter main body surrounded by an input case on one side connected to an input shaft and a pump impeller on the other side connected to the input case. A clutch plate is provided between the impeller and the input case, and the clutch plate is movable in the axial direction so that the clutch plate can be freely engaged and disengaged from the input case in response to a fluid pressure difference acting on both sides of the clutch plate. A damper device for a torque converter clutch, the clutch plate and the turbine wheel being relatively rotatably connected via a damper spring, the clutch plate having a communication link between both sides of the clutch plate. In a device that forms a hole and is provided with an opening/closing member that opens and closes the communication hole according to relative rotation between the clutch plate and the turbine impeller, the communication hole is connected to the engagement surface of the clutch plate with the input case. Formed in a part other than the part where it becomes,
A damper device for a clutch for a torque converter, characterized in that the opening/closing member is constituted by an elastic plate member that is integrally connected to the turbine wheel and is applied with an axial elastic force toward the clutch plate.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11161382U JPS5917362U (en) | 1982-07-24 | 1982-07-24 | Torque converter clutch damper device |
| US06/505,753 US4638897A (en) | 1982-06-24 | 1983-06-20 | Damper device for a torque converter clutch |
| GB08317204A GB2123906B (en) | 1982-06-24 | 1983-06-24 | Torque converter with lock-up clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11161382U JPS5917362U (en) | 1982-07-24 | 1982-07-24 | Torque converter clutch damper device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5917362U JPS5917362U (en) | 1984-02-02 |
| JPS6146286Y2 true JPS6146286Y2 (en) | 1986-12-26 |
Family
ID=30259069
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11161382U Granted JPS5917362U (en) | 1982-06-24 | 1982-07-24 | Torque converter clutch damper device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5917362U (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58225224A (en) * | 1982-06-24 | 1983-12-27 | Honda Motor Co Ltd | Damper device of clutch for torque converter |
-
1982
- 1982-07-24 JP JP11161382U patent/JPS5917362U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS58225224A (en) * | 1982-06-24 | 1983-12-27 | Honda Motor Co Ltd | Damper device of clutch for torque converter |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5917362U (en) | 1984-02-02 |
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